Design Brief & Intent
The RM 800 was engineered to serve as a fast, highly capable coastal cruiser that could seamlessly handle the extreme tidal ranges of Northern Europe, specifically the rugged coastlines of Brittany and the English Channel. Its primary mission was to combine genuine sailing speed with the practical capability to dry out on sandy or muddy bottoms—a concept known in France as échouage.
To achieve this, Marc Lombard designed a hull with a remarkably wide beam of 11.15 feet relative to its overall length of 26.21 feet. This wide, hard-chined hull form maximized interior volume far beyond what was typical for an 8-meter yacht of the 1990s. Inside, the layout was kept intentionally simple, open, and functional, earning it a reputation for being slightly rustic but highly ergonomic.
The joinery and finish lacked the dark, heavy timbers of traditional cruisers, opting instead for a bright, white-painted and pearl-grey epoxy finish that could be effortlessly wiped down. Natural light flooded the cabin through RM's signature forward-facing panoramic coachroof window—a design feature that allowed watchkeepers to monitor the horizon from the comfort of the salon. Accommodations typically feature two double berths (an open V-berth forward and a double cabin aft) alongside a functional, compact galley and a small head, providing surprising liveability for long-weekend or pocket-cruising itineraries.
Variations & Configurations
While later, larger models in the RM lineup experimented with single-keel and twin-rudder configurations, the RM 800 was built primarily as a twin-keel, single-rudder (biquille mono-safran) fractional sloop.
The twin keels on the RM 800 are not the clunky, drag-inducing bilge plates found on older British designs. Instead, Lombard designed narrow, high-aspect asymmetric fins fitted with hydrodynamic lead bulbs. These keels are canted outward at approximately 15 degrees. This design ensures that when the boat heels under sail, the leeward keel rotates toward a vertical orientation, generating highly efficient lift and minimizing leeway.
The single rudder is hung on a robust skeg (crapaudine), allowing the vessel to safely rest on three points (the two keel bulbs and the rudder base) when dried out on the tide.
The rig is a powerful fractional sloop with swept-back spreaders, lacking the need for a backstay in some configurations, which left the cockpit completely open and uncluttered for short-handed crew dynamics.
Sailing Performance & Handling
The RM 800 handles more like a racing sportboat than a traditional pocket cruiser, behaving dynamically under sail. With a light displacement of just 4,079 lbs and a waterline length of 25.59 feet, the boat has a displacement-to-length ratio of 108.67, placing it firmly in the light-displacement category. Under power or downwind, it accelerates rapidly, planing easily when presented with moderate breeze.
The boat's sail area-to-displacement ratio sits at a powerful 26.95, meaning it carries a massive sail plan relative to its weight. In light winds, it remains highly responsive and nimble, while a massive ballast-to-displacement ratio of 51.61%—courtesy of its heavy, low-slung twin bulbs—provides exceptional initial stiffness and stability. The boat stands up well to its canvas and resists heeling excessively, which keeps the wide hull in its sweet spot.
However, the physical trade-off for this light, wide, and stiff design is reflected in its motion comfort. With a comfort ratio of just 9.85, the RM 800 is a lively ride. It will feel every wave, and when sailing upwind into a short, steep chop, the wide, flat, chined bow sections have a tendency to slam.
Additionally, its capsize screening ratio of 2.79 is exceptionally high. While its wide beam and high ballast ratio grant it immense primary stability, if the vessel were to suffer a complete roll-over, its ultimate righting envelope is narrower than that of a heavy-displacement, narrow-beam keelboat. Consequently, while it is a remarkably seaworthy coastal flyer, it is not intended for high-latitude, extreme offshore storm survival.
Market Snapshot & Economics
With only 24 hulls ever constructed, the RM 800 is an incredibly scarce model on the brokerage market. It rarely changes hands, and when a unit does become available—predominantly in France, Belgium, or the United Kingdom—it commands a notable premium compared to standard fiberglass cruisers of the same age.
Buyers choose the RM 800 specifically because they want the unique performance-and-beaching combination of a Marc Lombard design without paying the steep price of a modern RM 890.
From an economic standpoint, any prospective buyer must factor in the reality of wood-epoxy ownership. While there is no risk of fiberglass blisters, a thorough pre-purchase marine survey by a professional familiar with cold-molded and plywood-epoxy construction is mandatory. Refit economics are highly dependent on the condition of the hull coating. If the protective epoxy barrier has been maintained, the boat will require minimal upkeep; however, if water has penetrated the structural wood, localized repairs can be labor-intensive and costly.
Known Issues & Triage
The primary vulnerability of the RM 800 lies in its wood-epoxy construction. While the marine plywood is fully sealed in epoxy resin, any aftermarket deck hardware installations, scrapes, or structural impacts that breach this outer barrier can allow fresh or salt water to migrate into the wood core, leading to localized rot.
Key areas to inspect during triage include:
- The Keel-Hull Attachment Points: Because these boats are designed to beach regularly, the internal structural floors and steel backing plates supporting the twin keels bear significant dynamic loads. These areas must be carefully inspected for hairline cracks in the epoxy floor matrix or signs of water ingress around the keel bolts.
- Chainplate Penetrations: The chainplates pass through the deck to secure directly to internal bulkheads. If the deck seals dry out, water can run down the chainplates and rot the structural plywood bulkheads. Re-bedding these chainplates should be done on a preventative schedule every five to seven years.
- The Rudder Skeg and Crapaudine: The bottom rudder bracket (the crapaudine) absorbs significant grounding forces when the boat dries out. Over time, this bracket can develop play, requiring bush replacement or structural reinforcement of the lower rudder skeg.
Modernization & Upgrades
Many RM 800 owners have actively modernized these vessels to keep them competitive with newer designs.
The original diesel engines—often small Volvo Penta or Yanmar units in the 8 to 13 horsepower range—are frequently repowered with modern 15 to 20 horsepower diesels. This upgrade provides necessary thrust when maneuvering against strong coastal currents. Due to the boat's lightweight hull, the engine compartment is also an ideal candidate for electric propulsion conversions (such as Torqeedo or Oceanvolt systems) paired with lithium iron phosphate (LiFePO4) battery banks.
In terms of the sail plan, replacing the standard dacron sails with modern laminate sails significantly enhances the boat's high-angle upwind performance. Owners frequently add bowsprits to fly modern downwind specialty sails, such as a Code D or a Gennaker, which dramatically improves speed and stability when sailing broad reaches.
The Verdict
The RM 800 remains a brilliant, highly specialized cruiser that perfectly captures the innovative spirit of French naval architecture from the 1990s. It is a rare find that offers unmatched sailing performance for a beachable 26-foot boat, provided its owner is committed to maintaining its wood-epoxy hull.
Pros:
- Excellent sailing performance and acceleration due to its light displacement and high sail area.
- Stiff under sail with an impressive 51.61% ballast ratio.
- Capable of beaching and drying out level on its twin asymmetric keels.
- Surprisingly spacious and bright interior with a panoramic view from the coachroof.
- Strong, stiff, and highly insulated wood-epoxy construction that eliminates the risk of osmosis.
Cons:
- Very low motion comfort; prone to slamming and lively movement in short chop.
- High capsize screening ratio limits its use to coastal and semi-offshore voyaging rather than high-latitude blue water.
- Extremely rare on the brokerage market, making parts sourcing and specific structural advice highly localized.
- Vulnerable to localized rot if the protective epoxy barrier is breached and ignored.
